<figure><img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221114111128/637218549c7e80680e0baa37jpeg.jpg" alt="" width="664" height="450"/><figcaption></figcaption></figure>The crisis that is consuming Sri Lanka has sent warning bells ringing in Nepal. While sensational media headlines, some of them in the Indian press, have drawn too close a comparison between the two countries, there are parallels.Nepal does not have the kind of debt burden that has forced Sri Lanka to default on its loans. Ironically, it is Nepal’s underdevelopment that cushions it from global upheavals. Politics may be in disarray here too, but at least we do not have an executive president, a prime minister and three other brothers who are ministers in government.Nepal’s disease may not be as severe as Sri Lanka, but <a href="https://archive.nepalitimes.com/article/editorial/A-tale-of-Nepal-and-Sri-Lanka,1086" target="_blank" rel="noopener noreferrer">the symptoms are the same</a>.For decades, Sri Lanka was the development model that the rest of South Asia strived to emulate. Its 95% literacy, equitable health care, a proficient bureaucracy were the envy of the developing world.But even a well-educated public and effective social security system stand no chance against bad leadership, and can wreck a once-vibrant democracy. The rot in Sri Lanka started as far back as 1956, with ultra-nationalist leaders building vote banks with exclusionary ethnic politics.Read also: <a href="https://www.nepalitimes.com/latest/asias-new-cold-war/">Asia’s new Cold War</a>, Dhirendra NalboThe grievances of the minority community piled up, erupting in the anti-Tamil pogroms of 1983, and the inevitable slide to conflict. At one point in the late 1990s, a country half the size of Nepal and with two-thirds of its population had two <a href="http://archive.nepalitimes.com/news.php?id=9345#.YoMV3RRBxpQ" target="_blank" rel="noopener noreferrer">civil wars raging</a> at the same time: the ethno-separatist conflict in the north, and <a href="http://archive.nepalitimes.com/news.php?id=507#.YoMUpxRBxpQ" target="_blank" rel="noopener noreferrer">the ultra-Marxist JVP</a> uprising in the south.The JVP insurgency was crushed, but by the time <a href="http://archive.nepalitimes.com/news.php?id=15978#.YoMV8xRBxpQ" target="_blank" rel="noopener noreferrer">the Tamil war</a> came to a violent end in 2009 nearly 100,000 Sri Lankans had been killed. In comparison, Nepal’s Maoists insurgency lasted a decade and left 17,000 dead.The precursors of Sri Lanka’s current crisis lie in post-war politics and the rise and fall, and rise again, of the Rajapaksa family, its greed, ambition and <a href="http://archive.nepalitimes.com/regular-columns/Here-We-Go/here-we-go-silenced-by-state-sri-lanka,182" target="_blank" rel="noopener noreferrer">drift towards authoritarianism</a>. Sri Lanka’s thriving tourist industry was destroyed in the deadly Easter bombings in 2019, and the pandemic wiped out what remained. Exports and remittances from its workers abroad slumped.In addition, the Mahinda Rajapaksa in his previous stint had borrowed extravagantly from China for grandiose infrastructure projects, and the Chinese were demanding their pound of flesh.Another Rajapaksa brother as agriculture minister decreed overnight that Sri Lanka would go organic, and banned the import of agro-chemicals. Tea export and food production fell.The <a href="https://www.nepalitimes.com/here-now/ukraine-crisis-hits-nepal-economy-hard/" target="_blank" rel="noopener noreferrer">Ukraine crisis</a> could not have hit at a worse time. Fuel prices doubled in a space of weeks, and Sri Lanka had no foreign exchange reserve to pay for imports. Faced with a 40% inflation rate, <a href="https://www.nepalitimes.com/latest/the-geopolitics-of-food/" target="_blank" rel="noopener noreferrer">a crippling shortage of food</a>, cooking gas and fuel, peaceful protesters were camped out in central Colombo.Then, on 9 May the Rajapaksa brothers sent hired goons to drive out demonstrators from Colombo’s seafront promenade. The police stood by, and visuals of violence went viral on social media. Nine people were killed and scores injured as protests spread nationwide.Prime Minister Mahinda Rajapaksa stepped down, and his much-reviled brother President Gotabaya Rajapaksa swore in Ranil Wickremasinghe as prime minister for the sixth time, beating a record set by our own Sher Bahadur Deuba.This could be too little too late. As long as the Rajapaksas cling to power, Sri Lankans fear that the nepotism, corruption, and mismanagement will continue.The coming weeks are critical for Prime Minister Wickremasinghe, and he himself admits that things will “get worse before they get better”.Sri Lanka is an object lesson for us in Nepal about how <a href="https://www.nepalitimes.com/here-now/clean-up-elections-to-clean-up-politics/" target="_blank" rel="noopener noreferrer">short-sighted leaders</a>, populism, and lack of accountability of elected despots and their dynasties can completely ruin a country that was once so full of promise.Crises like these do not just happen overnight, they are the result of decades of mal-governance by leaders who neglect the needs of citizens. Democracy is supposed to fix that, but this is what happens when leaders hijack the democratic process itself.Nepal has a unique opportunity during <a href="https://www.nepalitimes.com/latest/turning-a-new-leaf-in-2079/">this election year</a> to find leaders that can take the country forward. That so many independent candidates have won <a href="https://www.nepalitimes.com/banner/nepals-local-election-gives-power-back-to-people/" target="_blank" rel="noopener noreferrer">local elections</a> this week should be a wake-up call for Nepal’s politicians to mend their ways or be swept away by public anger.

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How not to be a Sri Lanka

<figure><img width="1500" height="1000" src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161132/636d19959c7e80680e0ac828jpeg.jpg" alt=""/><figcaption>Photo: AMIT MACHAMASI</figcaption></figure>This short book, Political Economy of Social Change and Development in Nepal, by Jeevan Sharma, a senior lecturer on South Asia and international development at the University of Edinburgh, packs a punch. Drawing on his own original field research and the ideas of Karl Polanyi on The Great Transformation (1944) as well as secondary literature, Sharma has produced a holistic overview and analysis of the economic, social and political transformation that Nepal has experienced over recent decades. `His work challenges many of the prevailing characterisations and explanations of that process, and identify some of the contradictions that underlie the more visible fault lines that others like Ram Sharan Mahat and Baburam Bhattarai also have identified. In his Introduction Sharma writes that ‘change, transformation and development have been recurrent themes, not only in everyday conversations, political rhetoric and social movements, but also in Nepali public culture and literary writings since the 1950s’. He then reviews both the main features of the changes that have taken place since the 1950s and also some of the different theoretical and empirical studies that have addressed those changes. Sharma warns against the uncritical adoption of Polanyi’s framework for ‘the Global South’, but argues that a more complex model, involving ‘a three-sided constellation of conflict among proponents of marketisation, adherents of social protection and partisans of emancipation’, would make it possible to connect ‘politics, society and economy’. He does not consider in any detail alternative approaches to the ‘political economy’ of social change and development in Nepal (eg the ‘neo-liberal’ and the Marxist) although he sees the ten-year <a href="http://archive.nepalitimes.com/blogs/thebrief/2015/02/16/making-war-on-the-day-of-love/" target="_blank" rel="noopener noreferrer">Maoist insurgency</a> (1996-2006) as part of a broader movement for social justice, rights and citizenship that he argues has been developing ‘since the 1950s’. The book has four main chapters, each considering an axis of change. Chapter 2 ‘From Subjects to Citizens’ considers Nepal’s political ‘transition’ focuses particularly on the period since the 1950s. The first half of the chapter charts the uneven process the transition from subjects to citizens at the national level, the second half examines local perceptions of the dynamics of social change with particular reference to changes in caste, gender and local power relations and to the role of the Maoist insurgency in bringing about these changes. This section draws on Sharma’s own fieldwork in western Nepal. Chapter 3 ‘Peasantry, Mobility and the Changing Face of Rural Nepal’ looks briefly at the economic and social history of the peasantry in Nepal and ‘changing rural society’, exploring the diversification of rural livelihoods, the weakening of ‘caste-based feudal relations’ and the commodification of labour. This leads on to a consideration of <a href="https://www.nepalitimes.com/opinion/nepali-migration-in-the-2020s/" target="_blank" rel="noopener noreferrer">migration</a>, which he rightly sees as having a long history from the mid-18th century onwards. Somewhat controversially, Sharma identifies three to five ‘waves’ of migration, the last of which became more widespread after the 1990s and ‘has come to shape the nature of the remittance-based national economy of Nepal’ – leaving many Nepalis in low-paid, highly exploitative and precarious employment. I would have preferred to see migration as characterised by different ‘forms’ or ‘regimes’, often contemporaneous rather than sequential. And despite the undoubted importance of remittances in contemporary Nepal would contest the notion that Nepal’s economy is ‘remittance-based’. There are many different strands in Nepal’s complex integration in the wider regional and global economy, including not only the export of labour, but also of other resources as commodities, and the importation of commodities from other countries, foreign direct investment, loans and ‘<a href="http://archive.nepalitimes.com/news.php?id=19592#.YXet2E1BzOQ" target="_blank" rel="noopener noreferrer">foreign aid</a>’. It is also debatable, as the climate crisis deepens in this most vulnerable of countries, whether paid employment away from home is necessarily more precarious than livelihoods based on <a href="https://www.nepalitimes.com/latest/aid-rarely-aids-agriculture-in-nepal/" target="_blank" rel="noopener noreferrer">agriculture</a> and embedded in a local economy and society often characterised by hierarchy and inequality.   Chapter 4 ‘Mobility and Educational and Occupational Futures’ focuses on the experiences of young men from rural Nepal as they struggle to overcome the challenges of mobility and find secure, and salaried employment. It draws heavily on Sharma’s fieldwork in Palpa and explores ‘social meanings and patterns of mobility’, looking at the links between education and employment in particular, but also considering the significance of caste and ethnic identities in determining outcomes. This chapter is particularly rich in ethnographic terms, and complements Sharma’s earlier work on ‘youth, migration and masculinities in Nepal’. It would be good if some anthropologist were to undertake a similar investigation into the education and subsequent livelihoods of girls and women. Chapter 5 ‘Development and Patronage Politics’, while referring to programs undertaken during the early 20th century ‘that would fall under what is broadly regarded as development’, Sharma sees 1950 as ‘a critical moment in Nepal’s development history’. He examines briefly what he calls the ‘initial rush for development’ in the 1950s and then the program of ‘nation-building through Bikas’ under the Panchayat System dominated by King Mahendra. This is followed by a review of the period after the first Jana Andolan from 1990 to 1996 (‘democratisation for development’) and of the Maoist insurgency (‘conflict and development’) from 1996-2006. Sharma considers the Maoists’ theory, strategy and practical contribution to economic, social and political change. While recognising that ‘development was at the core of Maoist ideology and strategy’ and acknowledging their positive influence in certain areas – notably addressing inequality and social discrimination – he seems largely unimpressed by their actual achievements and has a number of negative things to say about their practice. Somewhat surprisingly, he does not refer in any detail to their theoretical and political analysis of development and underdevelopment, despite several of the Maoist leadership publishing them widely. He notes, however, that the Maoist insurgency prompted various development agencies to reconsider their own strategy for addressing ‘<a href="https://www.nepalitimes.com/editorial/end-of-war-is-not-peace/" target="_blank" rel="noopener noreferrer">structural violence</a> and discrimination’ – resulting in the establishment of a new consensus on the priority on gender, caste and ethnicity through the lens of  inclusion and empowerment. This effectively downgraded the concerns of economic (class) inequality, and poverty, which had hitherto been a main concern of both the World Bank and the UK Department for International Development (DfID). He also remarks that the conflict itself had the effect of accelerating the process of migration, both temporary and permanent, from the rural areas to the towns and abroad, thereby contributing to the transformation of both rural and urban economy and society. ‘The Maoist insurgency coincided with a major economic change in Nepal, that is, the commodification of land and labour as never before, with the deepening of the market in the citizens’ everyday lives,’ he writes. This process continued in the next period, following <a href="https://archive.nepalitimes.com/article/nation/revisiting-maoist-demands,2860" target="_blank" rel="noopener noreferrer">Jana Andolan II</a> and the <a href="http://archive.nepalitimes.com/news.php?id=12806#.YXetRU1BzOR" target="_blank" rel="noopener noreferrer">Comprehensive Peace Agreement</a> (CPA) of 2006, as the Maoists re-entered the mainstream of Nepali politics and contributed to the peace process and state re-structuring. This led to the establishment of an interim government, the abolition of the monarchy, and the election of a Constituent Assembly charged with the task of drawing up a new constitution, for a secular, federal republic. The excitement of the early years of this period (2006-2008) was followed by seven years of political wrangling and lack of direction until, eventually, shortly after the April-May 2015 earthquake, a new Constitution was finally promulgated in September. This was marked by controversy, and <a href="https://www.nepalitimes.com/banner/few-jobs-created-by-nepal-employment-drive/" target="_blank" rel="noopener noreferrer">failed to advance</a> any of the promising elements of the <a href="https://www.nepalitimes.com/opinion/justice-in-transition/" target="_blank" rel="noopener noreferrer">CPA</a>, including Article 3.13. which envisaged ‘a policy of massive increase in employment and income generation opportunities by increasing investment in industries, trade and export promotion’. Sharma argues that ‘sluggish economic growth and <a href="https://www.nepalitimes.com/banner/missing-the-plot-in-nepals-job-scheme/" target="_blank" rel="noopener noreferrer">lack of jobs</a> have created economic precarity’, and that while demands for greater rights for various social minorities have tended to take centre stage, there has been little or no appetite on the part of government or opposition, development agencies or civil society, for economic justice.  Sharma argues that ‘beyond the immediate impact on the economy and lives and livelihoods, the earthquake had a seismic impact on Nepal’s long political transition’.  I would disagree. Although it resulted in the ‘fast-tracking of the Constitution-writing process’, the earthquake failed to promote a new sense of common endeavour or urgency, even as regards physical reconstruction after the earthquake. The interventions of the foreign agencies in its aftermath were un-coordinated and subject to widespread criticism. Controversies over aspects of the <a href="https://www.nepalitimes.com/latest/nepals-contentious-constitution-day/" target="_blank" rel="noopener noreferrer">Constitution</a> and the very different responses to it from China and India, provided fuel for a ‘new Nepali nationalism’, as Sharma suggests – even if this nationalism proved divisive rather than integrative. This period was marked on the one hand by a national debate over the precise form the promised new ‘federal’ structure would take, and efforts to delineate the contours of a new, more decentralised polity, while on the other hand, political discourse and practice continued to be characterised by the dominance of elite politics at all levels, national, regional and local, and by the pervasive and malign phenomenon of corruption and patronage. Sharma ends this chapter by remarking that ‘the politics of the distribution of development has been realised in practice by distributional coalitions’. In other words, development in Nepal is not the broad-based, inclusive form of positive economic, social and political transformation that the term often implies, but rather a narrowly conceived and implemented, and fragmented, ‘sharing of the spoils’. The book ends with a consideration of ‘Precarity and Paradox in Once-Remote Locations’, on the contradictions of globalisation for a social formation on the periphery of the global political economy that retains many of the characteristics of pre-capitalism. It also looks into the nature of life on the periphery – which involves integration in the global political economy but creates ‘precarious livelihoods’. Sharma is concerned that Nepal’s integration into the wider world has so far failed to generate the appropriate ‘counter-movement’ to safeguard and protect the lives and livelihoods of the majority of ordinary Nepalis, even if it has <a href="https://www.nepalitimes.com/banner/nepals-great-income-divide/" target="_blank" rel="noopener noreferrer">apparently reduced poverty</a>, allowed the emergence of a middle class, and enabled <a href="https://www.nepalitimes.com/here-now/nepals-richest-man-in-the-pandora-papers/" target="_blank" rel="noopener noreferrer">a minority to accumulate considerable wealth</a>. Nepal’s continuing and arguably increasing reliance on foreign labour migration is both a cause and a consequence of the failure to generate decent, reasonably secure employment and economic opportunities within the country. It is a failure of both the public and the private sector, but it is also a consequence of the lack of an enduring movement for economic, social and political reform (or revolution) to bring about a ‘great transformation’ in Nepal. David Seddon is a former Professor of Development Studies at the University of East Anglia and now independent researcher and writer.Political Economy of Social Change and Development in NepalJeevan R. SharmaBloomsbury Academic India, 2021215 pp.<img src="https://superdesk-pro-c.s3.amazonaws.com/sd-nepalitimes/20221110161132/636d19989c7e80680e0ac829jpeg.jpg" alt="" width="180" height="291">

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Nepal’s elusive ‘Great Transformation’

At 6 feet and one inch, Hira Bahadur Ghalan was exceptionally tall for a Nepali. In 1936, when people came to his Tamang village near Tistung looking for porters, they recruited him on the spot. This was no ordinary job, Hira Bahadur would lead gangs of 30 or more porters to carry cars bought by Rana rulers from Bhimphedi to Kathmandu.&nbsp; Those were the days when the only motorable roads in Nepal were in Kathmandu, but the capital was not connected to anywhere else by road. So, before cars could carry people, people had to carry cars. More Nepalis had carried cars than ridden in one. The porters were paid Rs5 for the job, and sometimes the Rana owners gave Hira Bahadur a Rs25 baksheesh. One of the cars his community helped carry was a 1939 Daimler Benz gifted by Adolf Hitler to King Tribhuvan to woo Nepal away from the British. The rusted dusty vehicle is now in the Narayanhiti Palace Museum.&nbsp; Hira Bahadur hauled cars for 25 years until his knees gave way, he died at age 90 eight years ago — the last surviving car porters of Nepal from Chitlang Valley.&nbsp; Hira Bahadur Ghalan had three sons and three daughters, one of them is Maila Kaji Lama, who at age 68, is a chauffeur in Kathmandu. His son, Manjil Lama is a pilot with Summit Air, flying to remote Himalayan airstrips. Three generations of one family worked in professions that followed a century of transportation history in Nepal. &nbsp; After the <a href="https://nepalitimes.com/multimedia/the-long-and-winding-road-to-india">Tribhuvan Rajpath was finished in 1957</a> and the ropeway upgraded, Hira Bahadur was out of a job. He tilled the family farm, watching trucks and buses headed to and from Kathmandu on the hairpins.&nbsp; As a child, Maila Kaji was fascinated by cars and wished one day to be able to drive one. After he failed Grade 8, he came to Kathmandu in 1975 and got a Rs20/month job at a petrol station in Maiti Devi. “I watched King Birendra’s coronation and was impressed by the glamour of Kathmandu, and decided to stay here,” Maila Kaji says.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa.png" data-media-id="editor_1" data-image-id="2026041816040_a1a41e47dec8500727702f700e43af625f059043cbcd283f13b247344b3a20aa" data-rendition-name="original" width="1974" height="1608" loading="lazy" alt="car carriers"> <figcaption>Maila Kaji</figcaption> </figure>  Former minister Ramesh Nath Pandey used to bring his Volkswagen Beetle to the station, and Maila Kaji started taking care of his car. Later, he drove a Russian Jeep for former minister and geographer Harka Gurung. Along the way, he fell in love with the daughter of a Brahmin colleague, and married her. “My father back in Tistung did not approve of our inter-ethnic marriage, and not speak to me for five years,” Maila Kaji recalls. Manjil Lama grew up in Kathmandu, and did well in science in school. He had wanted to go the US to become a pilot like his friends, but was denied a visa.&nbsp; “The visa officer told him I did not earn enough,” says Maila Kaji, “so I sold some property and sent Manjil to flying school in the Philippines.”  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537.png" data-media-id="editor_2" data-image-id="2026041816040_e9091162840baa6d182de2d7cc6f09e43ec9cfd9a9b6e71e7e7b14bc72da3537" data-rendition-name="original" width="1434" height="1754" loading="lazy" alt="car carriers"> <figcaption>Manjil Lama</figcaption> </figure>  After returning to Nepal, Manjil Lama now flies Let 410s of Summit Air to difficult air strips like Lukla and Simkot, and has logged over 2,000 hours. He has to go to the Czech Republic regularly for simulator training. Says Maila Kaji Lama: “My father worked hard carrying cars to raise us, I started from scratch to become a driver to support my family, and my son is now a pilot with experience in flying in the world’s toughest terrain.” &nbsp; Watch <a href="https://www.youtube.com/watch?v=lvT3iTi8yw4" target="_blank">video clip from S Dillon Ripley here</a>.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed.png" data-media-id="editor_4" data-image-id="20260419020448_40f8b1bdaace08106ca5c24819b6e7a34fb2109a9a3ec5c6ac179b3309e686ed" data-rendition-name="original" width="900" height="1582" loading="lazy" alt="car carriers"> </figure>

Grandfather carried cars, son drives cars, grandson flies planes

Nepalis are insured but not covered

Only 70 years ago, Kathmandu was the isolated capital of a country that had no modern surface transport link with the rest of the world.&nbsp; The idea of building a road to connect Nepal with India actually first came up during the last years of the Rana regime, after the British had left India. Construction actually began in 1952, and the serpentine route took five years to complete.&nbsp; Named Tribhuvan Rajpath, after the reigning king who initiated it, the alignment was from Thankot (1,301 m) at the western edge of the Kathmandu Valley to Nagdunga, Naubise, Tistung, Palung, Daman, Sim Bhanjyang (2,504m), Lamidanda, and Bhainse.&nbsp; At Bhainse, the highway joined the existing road to Bhimphedi and it was another 31km to Hetauda and Amlekhganj. There was a railway line between Amlekhganj and Birganj.&nbsp; After regular bus and truck service from Raxaul to Kathmandu began in 1961, the entire road popularly became known as the Tribhuvan Rajpath.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b.jpg" data-media-id="editor_0" data-image-id="2026041610044_a11b48a75c7877a0f68634f8be07d26a3f354e78ebd9adddc7d17252fddf1d1b" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The village of Chitlang on the main route to Kathmandu before the Rajpath was built. In the distance is the Chandragiri ridge above Thankot. Photo: DAN EDWARDS</figcaption> </figure>  <h2>Chronology&nbsp;</h2> (Based on US State Department cables and media reports) November 1945: Gen Bahadur SJB Rana asked an American official if a road could be constructed from the Indian border to Kathmandu. Nepal wanted such a road built across the mountains after first constructing an East-West artery road in the Tarai, and the government was interested in purchasing US surplus war equipment. Gen Rana inquired if there were US firms who could conduct a survey. April 1947: The Nepal government told a US official it was important to upgrade the 20-mile trail from Bhimphedi over the mountains to the Kathmandu Valley into an all-weather road and sought an estimate from the US for doing so. May 1948: Bijaya SJB Rana informed a US official that a survey for a one-lane motor road between Kathmandu and the Tarai had been completed. The road was to follow the Bagmati River to Makwanpur, then connect at Bhimphedi with the road to Amlekhgunj. The road from Tripureswor to Bhainse along the Bagmati River and via Bhimphedi would have been about 60km. (The distance from Kathmandu on the Tribhuvan Rajpath is 122 km.)  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6.jpg" data-media-id="editor_1" data-image-id="2026041610044_bb531baf5d73e00d2032814ac8abb86979a87d781abc066fcb984997aad930e6" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>The road climbing the hills toward its destination of Kathmandu. Photo: DAN EDWARDS</figcaption> </figure>  July 1948: The government decided to go ahead and build a motorable road from Amlekhganj to Thankot and complete it in two years. December 1948: Construction of the motor road from Kathmandu to Amlekhgunj via the Bagmati River corridor was started. April 1949: Gen Singha SJB Rana told a US official that the motor road from Kathmandu to the Tarai and the Indo-Nepal border would be completed by the spring of 1950. February 1950: Nepal sanctioned Rs300,000 to make the 6-foot-wide road from Kathmandu along the Bagmati River to Hetauda. Of this, Rs100,000 was allocated for road-building material and machinery. Subsequently, the road would be developed into a broader motorable road at a cost of Rs7.5 million. February 1952: Nepal’s budget speech noted that a plan was underway for a road between Bhainse and Kathmandu. PM Matrika Prasad Koirala laid a foundation stone near Teku for construction of the ‘Kathmandu Hetauda Roadway’.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a.jpg" data-media-id="editor_2" data-image-id="2026041610044_e66d3b81848ec19da48be8b41cacfa8b8e2bad093719b39eda27755c9616ea9a" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>Rajpath winding its way north of Bhainse. Photo: DAN EDWARDS</figcaption> </figure>  February 1952: A party of Indian engineers came to Nepal to determine the best route for a road from Raxaul to Kathmandu. March 1952: Prime Minister Jawaharlal Nehru told Parliament: “So far as India’s security is concerned, we consider the Himalayan mountains as our border.” Ministry of External Affairs official (S.N. Hakar) told a US official that the Indian government was willing to proceed with constructing the Raxaul-Kathmandu road and had sent a survey party to determine the most suitable mountain route. May 1952: Swiss experts had made surveys for a proposed new road between Bhimphedi and Thankot. Nepal government requested financial help to build the road, and India was considering the project.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece.jpg" data-media-id="editor_3" data-image-id="2026041610044_35e390c1a4812f45af7892d681230e04c63727d9006b6614ed79aaa7c22c1ece" data-rendition-name="original" width="4608" height="3072" loading="lazy" alt="Highways NT"> <figcaption>With a constant stream of trucks, buses and jeeps, the narrow Rajpath once was Nepal's busiest highway. Photo: DAN EDWARDS</figcaption> </figure>  Summer 1952: Work on a new road was at a standstill, so Nepal asked India for assistance. Indian engineers surveyed two routes: one following the Bagmati River, the other road through Daman that was later adopted. July 1952: Nepal’s Ministry of Planning decided to construct a road between Kathmandu and Raxaul, awaiting Cabinet approval soon. Prime Minister Matrika Koirala said the proposed road was longer than necessary, but it was a better route ‘for strategic reasons’, because it did not require many bridges. August 1952: King Tribhuvan said road construction from Kathmandu to Bhimphedi would “begin soon”. September 1952: An Indian Military Team began construction of the Kathmandu-Bhainse road without a formal agreement being signed with the Nepal government.&nbsp; February 1953: The Indian Ambassador said the road would be hard surfaced within a year. September 1953: Prime Minister Matrika Koirala inspected the completion of a ‘jeepable track’. December 1953: The road was named ‘Tribhuvan Rajpath’. April 1954: Reports circulated that Swiss engineers criticised the alignment, arguing it would have been easier, faster, and cheaper to build over the existing foot trail between Bhimphedi and Thankot through Kulekhani. July 1954: Heavy monsoon rain damaged much of the roadway that had been built.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd.jpg" data-media-id="editor_4" data-image-id="2026041610044_b5b2a1833f1366e532f1629f47c124d877df7b6f8a34b6c83f6c21ec3e4415dd" data-rendition-name="original" width="855" height="1123" loading="lazy" alt="Highways NT"> <figcaption>Crown Prince Mahendra inspecting construction progress on the Tribhuvan Rajpath in October 1954. Photo: ROYAL PALACE</figcaption> </figure>  November 1954: The Indian ambassador said flood damage was so great that the road would be delayed by two years. May 1955: Twenty military trucks brought rice from Amlekhganj to Kathmandu on the Tribhuvan Rajpath. King Tribhuvan died in Zurich. December 1956: A gravel road was completed, with trucks and buses plying between Amlekhganj and Kathmandu. December 1956: Nepal government abolished regulations that required Nepali nationals to carry permits for travel within Nepal, except for women below the age of 45. 1957: Reduction in price of goods carried to Kathmandu by truck: Sugar, Rs0.13 per kg. Wheat flour Rs0.13 per kg. Kerosene Rs0.25 per litre. February 1957: An article in The Motherland newspaper in Kathmandu noted urgent action was needed to avoid Kathmandu being cut off from the Tarai during the monsoon. The correspondent wrote, ‘In a recent journey from Amlekhganj I found that almost all the bridges are in a very bad state…Now, because of the dry rivers the scores of vehicles that ply the road cross the rivers on the water level. But during monsoons… these rivers will be impossible to cross without bridges. On the road itself, landslides and big holes have made the journey a great undertaking.” April 1957: The first regular passenger bus left Amlekhganj at 12:30PM and arrived in Kathmandu completing a journey of 14 hours.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df.jpg" data-media-id="editor_5" data-image-id="2026041610044_60807e067f2d0b80bdc5e59860e9bc240b495ef606efc9301ef54ea5731d42df" data-rendition-name="original" width="5211" height="4000" loading="lazy" alt="Highways NT"> <figcaption>Daman, one of the highest points on the Rajpath, often saw snow in winter. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c.jpg" data-media-id="editor_6" data-image-id="2026041610044_baac4747267c751ab7b0e5ef24697fb5001c4c55e04a82d92c89282bd01a325c" data-rendition-name="original" width="648" height="960" loading="lazy" alt="Highways NT"> <figcaption>Travelers could view the Himalayas from a view tower at Daman. Photo: DAN EDWARDS</figcaption> </figure>  June 1957: Eight thousand Nepali workers and about 500 Indian Army personnel were at work on the road.&nbsp; 30 June 1957: India officially handed the road over to Nepal. India had spent INR32.5 million on the project.&nbsp; January 1958: The road from Amlekhganj to Bhainse was upgraded. July 1961: The gravel road from Raxaul to Birganj was blacktopped. Trucks began transporting goods from Raxaul directly to Kathmandu, avoiding the need for transshipment from train to truck in Amlekhganj, or use the ropeway from Bhimphedi. 1961: Passengers could travel from Raxaul to Kathmandu in a day, whereas it took a week by train to Amlekhganj, bus to Bhimphedi and then on foot. September 1962: Nepal’s 3-Year Plan aimed at broadening and black-topping the road between Bhainse and Raxaul, bypassing the Chure tunnel, and constructing several bridges along the route. 1963: Travelers going to Kathmandu by land: Road, 158,000, Nepal Government Railway, 66,500. Railway passenger service ended in June 1965.  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd.jpg" data-media-id="editor_7" data-image-id="2026041610044_2a95eb144dad74271a0fa3a27fab6b45bbab0a1c4be59d21120ad14c08e258fd" data-rendition-name="original" width="2048" height="1344" loading="lazy" alt="Highways NT"> <figcaption>A bus providing ‘deluxe service’ in 1963 is ready to leave Amlekhganj for Kathmandu. Note the railway tracks of the Nepal Government Railway. Photo: RON ELLIOTT</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04.jpg" data-media-id="editor_8" data-image-id="2026041610044_d02013692e84d6add7a6e0ce66c2b552cd53bb084db2aa8df0593bbcf84c2c04" data-rendition-name="original" width="2048" height="1352" loading="lazy" alt="Highways NT"> <figcaption>Vehicles found it difficult to pass on many parts of the Rajpath in 1963. Photo: RON ELLIOTT</figcaption> </figure>  1965: Tribhuvan Highway was considered a useful addition to Nepal’s economic infrastructure, but it could not act as a prime mover in the nation’s economic development. It did play a major role in the 1960s in transporting material and equipment needed to implement development projects in the Kathmandu Valley. September 1966: Nepal took over maintenance of the Tribhuvan Rajpath from the Indian Aid Mission.&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397.jpg" data-media-id="editor_9" data-image-id="2026041610044_5488ba1e92f6395ff882392ccbaef2270622632682eccb412d8de7b128f6f397" data-rendition-name="original" width="1764" height="1184" loading="lazy" alt="Highways NT"> <figcaption>Trees still lined the Rajpath near Thankot in 1967. Photo: DAN EDWARDS</figcaption> </figure>  1971: A UN-Nepal study said the best alignment for an alternative road was from Kathmandu, Pharping, Kulekhani, Bhimphedi to Bhainse. 1975: Nepal's Department of Roads’ engineer concluded: ‘The Tribhuvan Rajpath has been built without design speed consideration… The pavement was not constructed to any designed standard… irrespective of quality of material, and later the road was black topped without consideration of traffic intensity and load-bearing capacity of sub-base… utilisation of low-quality material in the Bhainse-Thankot section… Quality control was neither maintained in Bhainse-Thankot nor the Bhainse-Raxaul section. Local materials were used irrespective of their quality to complete the work in the earliest possible time and in the cheapest possible manner. Brick work was done in negligible quantity. Cement used was ordinary portland cement…’ &nbsp;&nbsp;&nbsp;  <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5.jpg" data-media-id="editor_10" data-image-id="2026041610044_26c74f45991efb3dc29d616e8acafb3163661ae6573c5314538e59c54d5ca0a5" data-rendition-name="original" width="2368" height="1365" loading="lazy" alt="Highways NT"> <figcaption>Bhainse in 2017. The road divided here, one going to Bhimphedi on the right, the main road proceeding to Kathmandu on the left. Photo: DAN EDWARDS</figcaption> </figure>   <figure> <img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294.jpg" data-media-id="editor_11" data-image-id="20260416100416_4d9321abf4d912796842fe963a493501e1aceff462300ecdd9bd5e0b8ba7f294" data-rendition-name="original" width="649" height="1667" loading="lazy" alt="Highway info NT"> </figure>  Even 70 years after it was built, there is still speculation about India's security concerns vis-a-vis China, and how Indian Army engineers purposely made the road longer than it needed to be over the 2,500 Sim Bhanjyang pass instead of following the river route.&nbsp; There is also some evidence that although the Rana regime had first requested the US for help with the highway, Nehru did not want the Americans involved in Nepal. Which is why the Tribhuvan Highway became an Indian military project.&nbsp; There was similar concern from India about the Kodari Highway linking Kathmandu to China, and King Mahednra is famously supposed to have said: "Communism will not come here in a taxi."&nbsp; Geopolitics still affects Nepal's strategic highways. After decades, links to China are still rough and often blocked. Kathmandu-Tarai Fast Track is delayed by years, and not expected to be completed during this decade. Trucks and buses still bypass the Tribuvan Highway with a 200km detour via Mugling because the other alternative routes like the Tika Bhairav or Chhaimale routes are not suitable for heavy vehicles.&nbsp; The shortcut through Chitlang that the Swiss proposed in the 1950s is still too difficult. And a 25km section of the Japanese-built BP Highway to the eastern Tarai has been knocked out by the 202 flood. Dan Edwards was a Peace Corps volunteer in 1966 and is the author of several books on Nepal. This is the fourth instalment in a new limited series in Nepali Times on the historic transportation infrastructures of Nepal.

The long and winding road to India

The series Nepal Made profiles Nepali products and the people who make them possible. Named after the mythical bird-like creature, GarudX is Nepal’s first precision manufacturer of UAV platforms. They offer a wide range of drone products and services. Last month, GarudX won first place at the US-Nepal Startup Weekend Challenge, a three-day accelerator-style program that gathered 25 of Nepal’s most promising early-stage companies. These include custom drones, cinematography, virtual tours, first-person-view (FPV), drone racing, 3D reconstruction, ground control software, and drone light shows. “I think they liked that we pitched the company as a Drone Enterprise System, as a company providing large-scale, integrated drone services,” says Dipawoli Malla, an AI software engineer with GarudX. The company sees a lot of potential in AI-based aerial computer vision, which is already used for infrastructure planning and land surveys, and could be vital in tracking wildlife poachers and assisting search and rescue during disasters. “Our vision for the company has always been to be the one stop solution for every drone problem,” says GarudX CEO Avash Thapa, who also oversees video production. Drones have gained high profile in the past five years due to their widespread adoption in war. While they do work with the Nepali army, GarudX wants to focus on the idea of drone for good. For Nepal, the potential is great for civilian applications especially because of the country’s terrain. Past efforts have been experimental, like a project to deliver tuberculosis treatment in Piuthan in 2019, and for wildlife censuses in Chitwan. Journalists now regularly use drone footage to get a bird’s-eye view for investigative stories on illegal sand-mining or delays in infrastructure projects. Drones were vital during the GenZ protests last September, in which aerial videos provided clues about what actually happened when the crowd surged towards Parliament. They also captured the dramatic aftermath of the destruction of government buildings featured in this paper. “A lot of people do not know or appreciate that drones are also made in Nepal,” notes Malla. “We export a lot of technology as software. It is a big achievement that we can also export hardware.” GarudX was informally started and active on social media since 2018, and officially registered as GarudX Multipurpose in 2024. Founder and Managing Director Adarsha Raj Bhusal had experience working with robotics and FPV drones when he launched the company, as an engineering group interested in custom-built high-performance aerial robotics. “I design our products,” says Bhusal. “We send designs to China where they are manufactured as individual parts. Costs are low when importing from China. Then we assemble and sell them here. It's a system that works well for us.” Among the UAVs GarudX makes include the Skyreaper, which is a long-range drone with advanced obstacle sensing; the GX8 Pyro which is Nepal’s first cinema-grade cinelifter; and the Aether Zoom which is a 4K UAV camera designed for tactical, industrial, or reconnaissance missions.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1.webp" data-media-id="editor_0" data-image-id="20260417150440_d9f36b32e0b4d65dedded3e705aa7bf8769fd72417fc53669e77ce7a32f8ccd1" data-rendition-name="original" width="960" height="1280" loading="lazy" alt="garudx"></figure>  NO CERTIFICATION The main obstacle to GarudX's growth has been the lack of a national certification system. Permits to use drones are convoluted and require applications to various government agencies. “We miss out on so many international projects, for national park footage for example, since there is no way to get our drones registered — even after the army thoroughly checks our craft,” says Adarsha Raj Bhusal. GarudX says it now has the capacity to export its drones overseas at competitive prices, but Nepal does not have a registration system in place. “We can’t legally ship them,” says Avaya Pokharel, Chief Operating Officer who oversees service and repairs. With a new RSP government in place with an ambitious blueprint for digitisation, things could soon change. Relevant bodies are the Home Ministry, the Civil Aviation Authority and the Ministry of Defence because of privacy, aviation safety and national security issues. “There are meetings going on, and there is hope that progress will be made. Of course we want certification to be easy, but it is hard for the government as they have to understand the technology and what is coming in future,” says Bhusal. Legislation could look like a Remote ID system to register every drone. It could also specify pilot verification, placing limitations on what a pilot can do based on their skill level. It could also look at revising drone policies in the capital. Most of Kathmandu Valley is technically a no-fly zone for drones at present because of the concentration of government buildings, army bases and the international airport flight path. To comply with current regulations, GarudX has focused on lightweight FPV drones: small, nimble craft that can be maneuvered at high speed in tight spaces, operated by a pilot wearing immersive goggles. This results in exciting fast-paced footage, particularly useful for clients like Redbull or vehicle companies. “It feels like you are flying,” testifies Bhusal, who has flown FPV for commercials and movies, and ranks way ahead of runner ups in drone races. His work can be seen @adars_fpv on Instagram. The company has built a community of FPV drone racers, and is working with the government to certify it as a sports competition. It holds race events at colleges in Kathmandu and also consults for FPV events in in India.  <figure><img src="https://publisher-publish.s3.eu-central-1.amazonaws.com/pb-nepalitimes/swp/asv65r/media/20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356.png" data-media-id="editor_1" data-image-id="20260417150440_43b27b1b6890e47028c5e780c2ed0147a057f625d9d551221ddbd504dc03a356" data-rendition-name="original" width="923" height="619" loading="lazy" alt="garudx"></figure>  MULTIPURPOSE Drones can be versatile tools, but they are particularly helpful in Nepal and the Himalaya. Powerful drones have been used for the last two years to transport ropes and ladders up Mt Everest to reduce the dangers on the Khumbu Icefall, and to bring trash down. If scaled with many pilots and drones, this could be a complete solution to the Everest trash problem while massively reducing risk to human lives. GarudX has also tested its products in the mountains. A recent blog entry on their website is titled, ‘Flying at 6,120m: What We Learned Testing Drones on Lobuche Peak’. They document the process of using different battery tricks and propellers to see what combination allows for more flight time in the thin, cold air. It is refreshing to see a Nepali company making such progress in a unique industry while also documenting advances.

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